Dumping-car.



No. 652,929. Patented July 3, I900. J. J. SOUDER.

DUMP-ING CAR. (Application filed Apr. 22, 189a Renewed Dec. 6, 1899.)

2 Sheets-Sheet I (No Model.)

/ N VIE/V701? 5005 Jaualer WITNESSES No. 652,929. Patented July 3, I900:-

J. J. SDUDER.

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(Application filed Apr. 22, 1899. Renewed Dec. 6, 1899.) (No Model.) 2 Sheets-Sheet 2.

WITNESSES: 5 INIVENTOR @hmz 1 11 60 Jowder i y' m In: ncmms FEYERS co, Pumauma. W ASNXNGTUN4 n. (L

. U ITED STATES PATENT OFF C JACOB J. SOUDER, OF WASHINGTON, DISTRICT OF COLUMBIA.

DUMPlNG-CAR.

SPECIFICATION forming part of Letters Patent No. 652,929, dated July 3, 1900. Application filed April 22, 1899. Renewed December 6, 1399. S rial No. 739,438. (N0 model.)

To all whom it may concern:

Be it known that I, JACOB J. SOUDER, a citizen of the United States, and a resident of the city of Washington, inthe District of Columbia, have invented new and useful Improvements in Dumping-Cars, of which the following is a full and correct description.

The invention relates in the main to that class of railway-cars which are designed for the transportation of granular material in its loose condition and in whichthe discharge is downward through the bottom of the car and between the track-rails. Atype of this class of cars is found in the United States Patent No. 464,639, which was issued to me on the 8th day of December, 1891, in which means are shown-for insuring directly-downward discharge and also for preventing discharge either outside of or upon the track-rails. In these capabilities this present construction and that found in the patent referred to are similar; but it will be observed upon comparison of the two that while in the patent the elevating and other operating mechanisms are arranged within the car and are consequently inaccessible for renewal, readjustment, or repair when the car is in use, such parts are in the present construction entirely exterior to the bottom of the car and are consequently free to operate and are readily accessible for any purpose whatever, and it is rlll this'and other analogous distinctions and differences between the two constructions that this in vention largely consists.

In the accompanying drawings, which constitute a part of this specification, Figure 1 represents a longitudinal vertical central section of a car which is provided with my improvements. This'figure also shows a view of one of the Vertical tubular strengthening-rods by means of which the upper and the lower portions of the car-frame are rigidly connected to gether. Fig. 2 is a transverse vertical section of the car through the hoppered portion thereof. Fig. 3 is a View of the hopper closing and securing mechanism of the car detached. Fig. 4 is a view, mainly in longitudinal section, ofone of the truss-rods of the car detached. Fig.

' 5 is a side view or edge View of one of the transversely-extending hopper-supporting bars or frames commonly known as chute-irons. Fig. 6 represents in one part a side elevation,

and in another-part a perspective elevation, of one of the central braceing and supporting frames of the cars, together with one of the swiveled supporting-arms and the rod and its operating-lever by means of which such arms are forced from their supports when it is desired to release them and to discharge the contents of the car. Fig. 7 representsone of the swiveled supporting-arms detached;- Fig. 8 I

represents a partial interior plan of the car,

showing the relation of the floor-doors to each other and to the contiguous portions of the car. Fig. 9 is a transverse vertical section of one of the hoppers, showing its relation to the strengthening and supporting 'frame'and the relation of the hinged portion to the fixed portion of the hopper. Fig. 10 represents aplan of one of the drop-doors or discharging-doors of one of the hoppers. Fig. 10 is a detail of the hopper and closing-door.

arrow shown in Fig. 9.

Referring now more in detailto the several figures of the drawings, it will be seen that under the construction shown (see Figs. 1 and 2) the car a has two independent receiving Fig. 11 is a detail of the hopper seen in the direction of the and discharging hoppers a and a each having four downwardly-converging walls, and a drop-door or closing-door d, which when the hopper is filled constitutes a portion of the floor or bottom thereof. At the upper extremity of the door it is firmly connected by a hinge h, which in practice extends nearly from end to end of the'door, to the floor or to the bed-frame bf of the car, while at its opposite extremity it receives one end of a chain c, the opposite end of which is made fast to a chain-shaft 03 which is support-ed in bearings be, which are secured to the central longitudinal or intermediate sill ls of the bedframe bf, the chain-shaft having at its outer extremity a gear-wheel g, by which itreceives motion from a corresponding gear-wheel g upon the innerextremity of a horizontally truss-rod at its mid-length an adjustable bearing ab, which at its foot rests upon the trussrod and serves by its extensibility to regulate the tension upon the truss-rod. It will be observed that the truss-rods are in their main portion m tubular. This construction without sacrificing strength effects a very considerable diminution in weight and a corresponding economy in the cost of the rod.

The hoppers a a are additionally supported and strengthened by means of the bars at, commonly known as chute-irons, two or more of which are placed transversely of each hopper in a plane exterior to the dischargingdoors, the hooked end he of each chute iron or bar overlying and clasping the body of each outer sill in the manner represented in Fig. 2. The configuration of the chute-iron in its angular central portion adapts it to IGCGiXO one of the bracing and supporting frames bf (Represented in two positions in Fig. 6.)

The bracing-frame when in place is secured to the chute-iron and to the contiguous portions of the coincident hoppers by a series of bolts b0, and it is secured also to the center sills as by means of bolts b Resting in a perforation in the center of the horizontal lower memberorswivel-support $8 of the bracingframe bf is the vertically-arranged swivel-pin sp, upon the lower extremity of which is mounted the holding or bearing bar bl), the extremities of which rest in lugs Z 1 into or out of engagement with which the bearing-bar is adapted to be moved by means of a pivoted hand-lever hi and a connecting rod or bar or. As most clearly seen in Figs. 9 and 10, the drop-doors are at their lowerextremities provided with an upturned rim or flange 07f, which when the door is in its closed posit-ion, as seen in Fig. 9, is received in a corresponding recess re in the fixed portion of the hopper. This upturned flange is continuous, extending entirely around the door at its margin, and the bottom groove by, also formed in the bottom face of the hopper along the margin of the opening thereof, is of like extent, so that the flange or rim is throughout its extent wholly received within and effectively covered by the groove re in the lower face of the hopper in a manner to preclude the escape at this joint of any portion of the contained material,however minute the individual particles thereof may be.

It will be observed that when the hopperdoors are closed through the operation of the winding -shafts and their chains and are locked by means of the swivel-bars each end of each of such bars is in engagement with one of the hopper-doors, at the free lower end thereof, so that the rigidity and stability of the fastenings are as certainly assured as that of the bracing-frames, or even of the central sills themselves. It will be noted also that the bearing-1n gs Z and Z which project downwardly from the bracing and supporting frame bf extend by their horizontal portion in opposite directions, so that under the operation. of the hand-lever hl two coincident doors dd will be permitted to fall simultaneously to their discharging position.

In Figs. 1, 2, and 8 are represented the floordoors of the ear, the end door ed and the side doors sd 3d serving when closed to form a close cover for the hoppers, and also as a bottom for a merchandise car or compartment. When these doors are fully thrown open, the entire interior space of the car is available for the transportation of granular material, the hoppers already described constituting the bottom or discharging-floor portion of the structure and the end doors forming an upward continuation or prolongation of the corresponding portion of the hoppers.

In the construction of the car-frame the outer sills and the plates are in part connected by means of sill and plate rods, which at their ends are screw-threaded to receive suitable securing-nuts. These rods are in this construction made tubular, as represented in Fig. 1, so that while equally effective with solid rods for the accomplishment of the leading purpose of their construction they are of much less weight and may be employed at a largelydiminished cost.

It should be noted that the intermediate or central longitudinal central sill Is and the contiguous center sills cs are united or built up and made practically one by means of heavy transverse bolts H) in any suitable number.

It will be observed that the center sills at their outer and lower extremities have an angular corner-recess (or, which extends along the entire extent of the hopper, and that the corresponding or upper extremity of the inner portion of the hopper is of a configuration to adapt it to fit such recess with exactness, so that when these parts are brought together and are bolted to the bracing-frame bf they are rigidly and inseparably maintained in place.

As will be seen in Fig. 11, the margin of the hoppenopening is ordinarily provided with a metallic protecting strip or bar 171) to prevent abrasion of the body of the hopper and to insure a tight closure of the hopper-door with such body.

In former constructions in this line of invention much difficulty has been encountered in the elfort to secure the drop-doors or dropsections effectively, the crawling or quicksand action of the grains of matter operating to cause a constantly-increasing downward and outward pressure upon the supporting mechanism, especially upon the hinged and adjustable portions thereof. Repeated observations through a long series of years of the straining effect of this downward movement of the grains-always advancing and never receding-has led me to adopt the means here presented for rigidly and firmly supporting the movable parts of the structure, and these means have in practical use been found efiective in accomplishing the desired purpose, the attached adjustable parts having been found as rigid and as strongly fixed in position as the bed-frame of the car itself. It will be perceived that in the accomplishment of this result the mechanism employed for operating the closing and discharging appliances is entirely outside the body or shell of the car. This construction not only insures accessibility to all parts of the mechanism for renewal or repair of any of them, but it permits ready and convenient application to the car of the ordinary airbrake mechanism, which is impracticable in dumping-cars of ordinary construction.

The invention having been thus described, what is claimed is 1. In a dumping railway-car, the combination with the center sills of the car; of the intermediate longitudinal sill, carryin the winding-shaft; and the endless bracing and supporting frame, bearing outwardly against the fixed inwardly-bearing portions of the hoppers; substantially as described.

2. In a dumping-car, the combination with the three-part built-up center and intermediate sill, and with the oppositely-placed or coincident hoppers, of the described bracingframe, bolted to the center sills, and to the fixed inner portions of the hoppers; substantially as specified.

3. In a dumping-car, the combination with the three-part built-up center and intermediate sill, and with the oppositely-placed or coincident hoppers; of the described bracingframe, bolted to the center sills, and to the fixed inner portions of the hoppers, and provided with the swivel-pin, the swivel-bar, and the bar-supporting lugs; substantially as described and shown.

4. In a dumping-car, the combination with the center sills of the car, of the described bracing-frame, and the transversely-extending bearing-bar orchute-iron, having hooked ends, to engage the outer sills, and having also, at its mid-length, the upwardly-extending recess, to receive the bracing-frame, the bracing-frame and the chute-iron being se-. cured together, and to the adjacent portions of the hopper; substantially as set forth.

5. In a dumping-car, central longitudinal sills; central, endless bracing-frames, secured to the bottom surface of such sills; oppositelyplaced hoppers,abutting such bracing-frames; and a winding mechanism,and a locking mechanism, connected to and inclosed within the bracing frames; in combination, substantially as described.

6. In a dumping-car, the combination with the center sills, each having a recess, as described, along'its outer and lower extremity; of the inclined body of the inner portion of the hopper, beveled at the upper extremity of such body, as shown, to adapt it to the 1ongitudinal recess in the corner of the sill; substantially as specified.

7. In a dumping-car, the combination with the hopper, having in its bottom surface,along the margin of the discharging-openings of such hopper, and from end to end of each side thereof, a recess or continuous groove; of a pivoted drop-door or dumping-section, hinged at its upper extremity, as shown, and having along the entire margin or boundary of the supporting-face of the same, an upwardly projecting flange which is adapted to the recess or groove in the bottom, or exterior face of the hopper; substantially as set forth.

8. In a dumping-car, the combination with central, longitudinal sills,of oppositely-placed hoppers, having between them a continuous longitudinal open space, and a winding-shaft for closing the hopper-doors, the shaft being supported by the central sills, and .the open space being adapted to receive the air-brake mechanism; substantially as described.

9. In a dumping-car, the combination with the center sills, cs, cs, each resting upon a longitudinal truss-rod tr and an intermediate longitudinal sill Zs, the three being united as one; of a winding-shaft, supported in bearings of the intermediate sill; oppositely-placed hopper-doors; and chains, con-' nectin g each door with the winding-shaft; the shaft operating to open or to close the doors, simultaneously; and the operating mechanism being wholly outside the body of the car.

10. In a dumping-car, the combination with the center sills, and with the outer sills thereof; of longitudinal truss-rods, each of which in its central or mid-length portion, and in its, end portions, is solid; and each of which in its remaining portions is tubular; substantially as described.

In testimony whereof I have, at WVashington, District of Columbia, on this 22d day of April, 1899, affixed my signature in presence of two subscribing witnesses,

JACOB J. SOUDER.

Witnesses:

WM. F. BOOGHER, JOHN T. MrroHnLL. 

